Internal-combustion engine.



QRZMLMMQ i H am C. J. PEMBROKE.

INTERNAL comsusnon ENGINE.

APPLICATION HILED AUG3| 1910- I I Ll?%,%%@. Patented Mar. "2', 1916.

QSHEETS-SHEET I.

C. J. PEMBROKE.

'INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG-3, 1910.

1,174,440. Patented Mar. 7,1916.

3 SHEETS-SHEET 2.

C. J. PEMBROKE. INTERNAL COMBUSTION ENGINE. APPLICATION FILED A UG.3, 1910.

, Patented Mar. 7, 1916.

3 SHEETSSHEET 3.

CHARLES J. PEMBROKE, 0 33 ROCHESTER, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters ?atent.

Patented Mar. "1., ions.

1 Application filed August 3, 1910. Serial Ito. 575,282.

To all vol 10m it may concern:

lie it known that I. Crnlurns J. PER-- BROKE, of Rochester, in the county of Monroe and State of New York, have invented certain new and useful Improvements in Internal-Combustion Engines; and I do hereby declare the following to be a full, clear, and exact description of the same, reference being had to the accompanying drawings, forming a part of thespccification, and to the reference numerals marked thereon.

My present invention relates to engines and more particularly to internal combustion or explosive engines, and it has for its object to provide such an engine with a re liable and eilicient lubricating system.

A further object of the invention is to lubricate a multiplicity of working parts with the same body of oil, used over and over again, means being included for freeing the oil from impurities gathered during its flow through the lubricated parts.

T he improvements are further directed toward utilizing the lubricating system in silcncingmuch of the usual noise and clat ter of the engine.

To these and other ends the invention consists in certain improvements and combinations of parts, all as will be hereinafter more fully described, the novel feature being points-.1 out in the claims at the end of thespecification.

In the drawings: Figure 1 is a side elevation of a multiple cylinder engine constructed in accordance with and. illustrating one embodiment of my invention. the main reservoir of the lubricating system being shown in section. Fig. 2 is an end view of the front cylinder, the view being in transverse section thro ugh the crank case com-' partment of that cylinder. Fig. 3 is a long.

tudinal central .section through the same cylinder, crank case, valves and valve operating mechanism. Fig. 4 is a transverse sec-- tion through the cam shaft and one of the valves showing the same in, detail and much' enlarged, and Fig. 5 is a detail section taken substantially on the line 55 of Fig. 3,-

showing the oil pump that is utilized in the present embodiment of the invention.

Similar reference'numerals in the several figures indicate similar parts. 5

An oiling system embodying my invention is in contradistinction to that form known as the splash system, wherein. the connecting varies under different conditions.

rods coming in contact with a quantity of oil in the lower half of crank case, throw more or less of it upward into the piston swept portion of the cylinder. In the splash system of lubrication the amount of oil delivered to the; working parts depends upon the depth the connecting rods and crank webs are allowed to dip into the oil and. an less the depth of oil be maintained at uniform levelv the quantity of oil delivered Further difficulties are attributed to the splash systern of oiling, because it is impossible to determine the quantity of oilin the crank case and owing to the differences in the consistcncy of various oils and the effects of weather conditions thereon, it is practically impossible to maintain proper lubrication of the parts at all times. In carrying out my invention all forms of oilers, grease cups, small pipes, fine, mesh strainers, etc, that are liable to become clogged and get out of order and outof adjustment are dispens d with. v

In practice I employ but one feed pipe of large diameter, insuring a free uninterrupted flow of oil at: all times, By the arrangement of the parts which I employ neath the, hood 1 of such a vehicle, which. hood is joined to a hollow clash 2 that, in

the present instance,- forms the mainoil reservoir of the lubricating,system substantially'along the lines of the invention disclosed in my prior applic'ation, Serial No. 521,318, filed October' fi', 1909.

As to'the general features of the engine bolted to the crank case 4, the latter being divided into upper and lower halves .5 and- 6, each common 'toall of the cylinders. 5 Interiorly, the crank case is divided {into a plurality of crank fchambers 7 by upper webs-or walls 8 on the upper half 5 and on the lower half 6. The bearings 10 o fithe crank shaft 11, commonto all the compart- The cranks lower Webs or walls 9 corresponding thereto '10) itself, it comprises a series of cylinders 3" ments, are hung by bolts 12from the upper webs '8', as shown in 'Fig,

constituting extensions thereof that support thejacket and the parts carried thereby and form chambers 5%. Through these chambers pass the stems of the valves that project from the casing 49 and are provided with cap pieces '56 having pockets 57 for balls 58 with which contact the cams 59 on the cam shaft to operate the valves as usual. Webs 60 at the of thecollars constituting walls of the chambers 54 form guides for the heads 56 of the valve stems, these webs being preferably cut by perforations or passages (31 to form communication be tween the chambers fi-l and the jackets 28, while mounted on the stems below the heads are disks forming pistons (32 operating in the chambers. A coil spring (33, interposed between the piston or enlargement and the valve casing in each instance, operates to return the valve, or at least to actuate it in one direction, and a suitable gland 64: surrounds the valve stem bearing to prevent an excess of oil from flowing into the latter around the valve stem though a sufiicient amount is. admitted to well lubricate the stem.

It will be seen that when the engine is in operation the oil will be forced by the pump 39, 40, assisted by gravity, from the main reservoir 2 through the pipe 35, which it enters, at 36 well above the bottom of the reservoir and the sediment and impurities which have settled therei into the crank case at 37 Where it is delivered to the troughs 16. From the troughs it finds its way, by way of the crank shaft bearings 10. as previously explained, and otherwise, to the bottoms of the various crank casing compartments 7 from whence it is again taken up through the nipples l7 and by means of the pipe 38 is conveyed to the crank shaft 28. From thence it passes through the jacket and through the various intermediate bearings 32 therein for the crank shaft 30 to the pipe 33 and out at 34: back into the reservoir 2, the discharge being against the opposite wall of the said reservoir from that adjacent to which is' arr'anged the end 36. of the pipe so that it cannot drop directly into the latter, but 'must first mix with the bulk of the oil where it'has a chance to settle and clear itself of impurities. But with the arrangement shown not all of the flow passes from the cam sha'l't jacket 28 back to the crankcase by way or" the main reservoir 2. There is also a current through the bearing 31 at the end of thecam'shaft and jacket into the gear case 27 and from thence through the jacket 20 of the jack shaft 23 and through the bearings 21 and 22 thereof back into the crank case at the forward end thereof. These bearings, however, particularly when of the ball bearing type, are rathe open and might often permit too free a flow of oil this direction. I', therefore,

provide collars 65., 66 and 67 on the ends of the cam shaft 30 and jack shaft 23, re. spectively, which are spaced at then peripheries from the inner walls of the jackets and 20 so that only a restricted. commn nicating passage is allowed which slows up the current, the object, being to keep both jackets full of oil all the time so that the moving parts therein will be entirely immersed. To further this end, the passage formed by the spacing of the collar- 65 on the cam shaft is greater than that formed by the upper collar 66 on the.jack shaft and that inturn is greater than the passage at.

67 by which grading in the spacing of the they form, the desired result is accomplished, as will be understood.

It will be recognized at oncethat the main reservoir 2 is not indispensable to practical results, being provided more for the purpose of balancingthe distribution of the oil and insuring the presence of an adequate qluantity in the system as well, as offering a convenient point of introduction for replenishing the supply. In the event that the reservoir 2 is not used, it is perhaps best to let the pipe 38discharge into the cam shaft jacket 28 at the 'point at which the pipe 23 isiin the present instance shown to be connected, or in other words, at the extreme inner end of the jacket so that the flow back to the crank case will be directed through all of the intermediate bearings 32 of the cam shaft. llhe jacket 28 being thus constantly filled, it acts as a reservoir for supplying the chambers 54 in-which the valve stems operate and into which entrance is freely gained through the passages 61.

The oil thus inclose'd in the chamber 54 not only serves to lubricate the valve stems but \vill'rereive the benefit thereof and also profit by the supplv of oil insured to them through the trough l6 and-conduits 17.

The other working paris of the engine ,will

be running in 0 11. including the jack shaft;

their communicating gears and the valve stems and the oil is not only used over and over again to the end of economy, but during its circulation it passes thrbugh all of the bearings and wearing parts cleansing them thoroughly vet it is robbed of the impurities thus collected before again traversing the same course by being allowed to settle in the mein reservoir 2 or in the hottom of the crcnk cuse. Furthermore, hesides 'the luhricuhinp; function, 1?; acts as c. coollng agent for the valve mechanism, as

pointed out, and mcee for silencin the moving parts. This lush property is or particular value wiihrespect to the valve mechanism, the clutter of the valves, their springs 63 and the contact oi izhe cams 59 with the valve scms, being well known to constitute much of the noise attendant upon the running of an internal combustion en gine, especially that type known as the valve in head motor, as it nohonly' does away with the difficult oiling feature of this type of motor, but also dispenses with the use of several objectionable parts, such as push rods, pinnecl rollers, walking beams,

grease cups, etc

The inclosing of the cam shaft and the valve operating devices in an air tight, oil tight anal. dust proof casing containing a liberal supply of lubricating fluid, not only renders ,the valve mechanism noiseless when in operzition but obviates many disadvantages otherwise encountered, such as insufiici'ent lubrication, mobil ty to cool the valve cage heads and loss oft" temper in the exhmisl; valve spring.

A still further edvan cage is obtained inthe arrangement of perks I hevcndopted in that I am able to ObVHJLiJG who possibility of the pistons sucking air through the spaces surrounding the valve" :Tsscnis when the latter become worn a circpcration of an explosive engine'when it is cu mstcnce which materially effects the operated with a partly closed throttle. The

- valve parts being surroundeo with oil, the

entrance of the air into the pistons at these points is prevented and the moior 1s permittd to run at low speeds with a perfectly iizncol movement, even after the motor has been subjected to long continued service;

i claim as my invention:

1. The combination with a plurality of crank case compartments adapted to serve as oil reservoirs and a crank shaft extending @hrough the compartments and having sheila hell-whilsthe jacket of the jack shaft, an oil conduit shufh, a jacket forvthe jack shaft and its shaft, and its hearings communicating with crank-case through the jack shafi jacket, she flow through the jackets heing'directed "through hearings of the shafts they inclose..

grrncco and a coin shaft driven by chc latter, of h jeckei; for the cam shaft and its locarin s',

on oil circulating system including t e acket and crank case and means for efleciing- :1 flow of oil through said system from forming c reservoir for oil, a crank shaft,

and a cum shaft, of a jack shaft for transmitting'motion to the cam shah from the crank shaft, a jacket for the jack shaft and its bearings communicating with the infrerior of the crank case, a jacket for the com shaft and its bearings conununicating with leading from the crank case to the com shaft jacket and means for efiecting a flow of oil from the crank case, through the conduit to the cam shaft jacket and back to the crank case through the jack shaft jacket.

The combination with a, crank case forming a reservoir for oil, a crank shaft and a cam shaft, of a jack shaft for transmitting motion to the coin shaft from the crank bearings communicating with the interior of the crank case through a restricted opening, a jacket for thccain shaft and its bearings communicating with the jacket of the jack shaft through a further resizr'ct-cd crank case to the cam shaft jacket and means for effecting a flow of oil from the crank case, through the conduit to the cam shaft jacket amlbuckto the crank case through the jack shaft jacket.

5.;The combination with a, crank 'cas'e forming a reservoir for oil, a crank shaft and s cam shaft, of a jack shaft for transmitting motion to the cam shaft from the its bearings communicating with fiahe inherior of the crank case, a jacket for the cam the jacket of the jack shaft, on oil conduit leading from the. crank case to the com shaft jacket and means for efi'ecting z flow of oil from the crank case, through the coneluit to the cam sheik jacket and back to the CHARLESJ. PEMBROKE. Witnesses: r Rossnm B. Gnrrrnrn, FLORENCE E. FRANQK.,

the crankcase to the jacket and back again. 3. The combination with a crank case I opening, an oil conduit leading from the crank shaft, a jacket for the jack short and; 

